System of electrical control.



W. ROBBINS & A. H. TIMMERMAN. SYSTEM OF ELECTRICAL common AYPLIOATION FILED DBO. 11,6911.

1,068,702. Patented July 29, 1913.

6 SHEETS-SHEET 1.

I ml 1 WITNESSES: W Q "Wm/Tom: v aZZer J b62225 and add. [K-Jdi z, JZZazzr ATTORNEY W. ROBBINS & A. H. TIMMERMAN. SYSTEM OF ELECTRICAL CONTROL.

7 APPLICATION FILED DEC. 11, 1911. I, 1,068,702." Patented July 29, 1913.

5 SHEETS-SHEBT 2.

(I'IIIIIIIIFL- WITNESSEIS:

v 05M audz'z ATIORNEY W. ROBBINS & A. H. TIMMERMA'N. SYSTEM OF ELECTRICALUONTROL.

APPLICATION FILED 11110.11, 1911.

1 ,068,702. Patented Jul 29, 1913.

5 SHEETS-SHEET 3.

, b' b 0 ff/U79" W. ROBBINS & A. H. TIMMERMAN.

SYSTEM OF ELECTRICAL CONTROL.

APPLICATION FILED DEG.11, 1911.

Patented July 29, 1913.

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W. ROBBINS & A. H. TIMMERMAN.

SYSTEM OF ELECTRICAL CONTROL.

APPLICATION FILED DEO.11, 19x1.

1 0 702 Patented July 29, 1 913.

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rotation of the drivin or main motor. to- 4 w p b tlrlfi'flonnectionsbetween-thebetterjt the re slstanoesmnd-the main motor';-an':iuxiliary ,-j r

' motor 2 adapted vto-actil'ate themam con- UNrTED STACFES P E T FI E.

WALTER ROBFINS AND ARTHUR H. TiMmEnmAN; or s'r. Louis; MIS SOU} .H, ASSIGNORS T WAGNER ELECTBICMANUFACTURING COMPANY,OF ST. LOUIS, mssoimr, A

CORQORATION OF MISSOURI.

SYSTEM OF ELECTRIQAL coN'rn o specification ot-Lettci-s Patent. J ly 2 9 191 3,

To alL'w/mm it mag concern: 1 V

Be it known that ve, WALTER Romans and AR'THU H. TIMMm MAN, citizensof the United States, I residing -at :St.. Missouri, have. invented-a certain new endoscful' System of ElectricalCbntrol, of which the following is such a ,full, clear, and exact descriptionas will enable any one skilled in the art to \vhich it appertainstomake-- [and use the same, reference being ha d'to the forming part of on electric vehicles, are to deprive the op-.

era tor of the power to increase. the rate of acceleratiori fofthe motor" beyond a predei tcrmined amount; to prevent the operator in interlock the mechanism which'ppplies. he mechanical br'ases to the vehicle wheels. with. the controlling circuits of ourimproved apparatus asto cause the source o.f

energy to be disconnctedjromthe driving motor preferably before the brake is zip-1 plied; to. cause. the main controller for the driving rnotorftd be returned to its fofl osition as soon after thebrake has been applied as possible;.to.keep theinai'mcontroller' in its oti' position -at least. until the brake is released, 311(lfll to 'pr'ovide means \vhere'byjthe main controller will,. under certain circumstances, be'returned to the posit'iorr it occupied before the brake was applied even it' the application of said bralgejdid not last a sutliciently long time for 'the' 'rnain controller to have reached its oti' position. I Qther'objects and advantages of the invention will appear from the following detailed description taken in connection with the accompanying drawings in which- Figure 1 is an end view part y in eleva troller drumand associated'parts: Fig. 1- is anexplanator diagram;- Figs. 4 and I! are simplified diagrams of 'the preferred form-of electrical connections of our apparatus';'l ig.f 6 shows. a completediagram (if said electrical colinectionsrFi'e, 7' diagramtion and partly section showing the dri\'- mg mechanism for. the main controller: Fig. 2 IS aside elevation ofthemain conmatically-representsflthe foot brake of'the I} vehicle-and the switches itcontrolsi .Fig.

8"is. a diagram- 'illustratin and the battery,- effected by the'several po -sitionso'ftl'ie Ina-in controller. 4

' In the form of onrinveiit-ionfillustrated construction; for; the purpose of; changing troller; a locating. 0.r',ci.rc uitinterrupting.

'mally'. eoiiperategfand an en1ergenc v.con-

tl'ioller -Bsodapted to be .actnated'hy the brake leverof a vehicle and when actuated Y to open the main n o torcircuit and also es tabhsh a resettmg clrcm't' through the aux lnil'.arrangenicntw vof theap'paratusinfwhicli: the foot brake oftlievehicle is connected to. an emergencycontroller looselyjlnoiinted on theshaftof the in'ai n' controller, this. emergency" con .troll er being provided with contact-9' for con- -tl'0lllllglllBCllCllltS asjsliown' in Figs; 6 and- 7'; .Figs; 9, 10, 11,.12; 13,14,15 f16 and 1 7 -representi' thef changes.-- in connections be tweenthe -inain motor; the' 'resistances R 'in-th( drawings-the apparatus, comprises 5 hat-t -iyi33; 'a ma n motor or propelling" o; I the veli 1'cle;;:i main controller.-25ofthe usual .1

iarv motor and circuit interrupting switch whereby the main controller will be driven toward its initial or off position.

Referring: first to the mechanical features of the apparatus, the shaft 8 of the main controller 17 carries a. ratchet wheel 55 keyed to said shaft and provided with large teeth 12 and a slot 56.. loosely-mounted on the shaft- 8 is agear wheel'l', provided with a pin 9 engaging with the slot 56 of the ratchet Wheel 55. This wheel 7 is driven by the auxiliary motor 2 through the agency of the worm 3 coupled to the motor shaft, the worm wheel 4 cooperating with said worm, the shaft- 5 on which the worm wheel 4 is keyed, and the pinion- 6 engaging the gear wheel Tand also keyed on the shaft 5. It is thus seen that the torque of the motor 2 is-transmitted to the ratchet wheel 55 and the shaft 8 through the agency of the pin 9 fixed to the gear wheel 7. Since the round pin 9 cooperates with a long slot, and not a closefitting round opening, there will be a certain amount .of'lost motion between the shaft of the motor 2 and the shaft 8 of the main controller 25. This lost motion isprovided for the purpose of securin a snap motion of the controller shaft 8, t us causing the circuits of the main and ofthe auxiliary motors to be broken and made quicklv.

., This snap ti is produced through the cooperation of the ratchet wheel55 and the ratchet 14, illustrated in Fig. 1. This ratchet comprises a stem 14 guided by a stationary sleeve 15 and provided at one end with aroller 13 engaging with the notches of the ratchet-wheel 55. The roller 13 is pressed into yielding contact with the ratchet wheel by means of a spring 16. When the motor 2 is set in motion, the gear wheel 7 together with the pin 9 can travel a certain distance in either direction before the pin 9 actually engages the wheel 55. During thistime the ratchet wheel 55 and with it the shaft 8 of the main controller 25 are held stationary by the roller 13 pressed into a notch of the wheel 55 by means of the spring 16. 5 Ifthedirection of rotation is such that the pin 9 eventually comes into contact with the side 10-of the slot 56', then the-ratchet wheel 55 is carried in a counterclock direction, forces the roller 13 out of the particular notch it occupies and up the side ofthetooth locatedtothe rightof said roller-,until the roller, reaches the top of said tooth." "A'v ery slight additional forward movement of the ratchet wheel 55 will now cause the roller 13 to engage with theopposite and downwardly sloping side of the tooth on which it is standing. -Once the roller 13 gets into this position, the spring 6 quickly forces said roller down into the next notch, thus rapidly jerking the ratchet wheel 55 in a counterclock direction and well ahead of the pin 9. This rapid motion of the ratchet wheel 55, and consequently of the shaft 8 of the main controller 25 breaks and makes the contacts on the main controller and the locating switch in the desired rapid manner, and also brings.

the side 10 of the slot 56 out of engagement with the pin 9.

The locating switch 20 consists of a disk of insulating material mounted on the shaft 19 and carrying a metallic ring divided into two portions 21, 22, insulated from each other by some suitable insulating material 23, 24, and adaptlzd to cooperate with a num' larly described. This locating; switch is geared to the shaft 8 by means of the pinion 17 keyed to said shaft engaging the gear wheel 18 keyed to the shaft 19. The locating switch 20 can be mounted oii the shaft.

8 in case the drum of the mairfcontroller,

which is supposed to be keyed totheshaft 8,'is to be revolved through less than 180 degrees. But in case said drum i'sto be revolved through a larger angle, and such is usually the case, then we prefer to introduce a reduction gear between the shaft 8 and the locating switch 20. The drums of niaiircontrollers are usually revolved through-about 270 d grees, as shown in Big. 3, *andwe therefore prefer, as shown in F igs. 1 and 2,

to. introduce between the shafts-8 nd 19 a reduction of about 2 to 1.

The electrical circuits a're se ccinstituted,

and the locating switch issqzge'ared to the inainshaft 8, that the circuits-of the auxiliary motor 2 are always-intei'rh ited 'at.orl

near the time when theroller--13 has reached the top of a tooth 12 andbegins-itsjourney down that tooth on the opposite-Side. -Because ofa certain amount of'kineticenergy stored in the armature of the auxiliary motor and. in the various movingiparts of the transmission gear between saidgarmature and the shaft 8, the auxiliary iiiotor will not come to a stop immediately after its working circuit has bee-n interrupted; a little time will be required forth e accumulat-ed energy to be dissipatedin friction losses.-

This slight 'overrunning of the aux iliary.'

motor is also taken care, of to a great extent by the lostmotion feature." V

Loosely mounted'onthe main controller shaft 8 is an emergency controller S8 provided with two contact segments 35 and S7 cc iiperating with the contact fingers as shown in Fig. 6. This emergency controller is held in position byapawl or ratchet 79 cooperating with a single-*-notch ii -wheel 74, as illustrated in F 7,.and is provided with an actuating lever 60'connected to the brake lever 60 of'a'yehicle asflshown in Fig.

8. The lever 60 is also loosely mounted on:

the shaft 8 andmoves the controller, 88 by meansof the pin 62 cooperating with a slotv in 'wheel'74 in a manner more fully illustrated in Fig. 7.

Controlling circuit8.Fig'. 6 is a complete diagram of the electrical connections and circuits of our control system. The operators switch or master controller 39 is provided with any desired number of contacts by'means ofwhich the speed and direction of rotation of the main motor may be con trolled. When the master controller is moved to any contact the'auxiliary motor controlled through the, locating or circuitinterrupting switch 20 moves i the, main controller to a corresponding position and this action will always take place, regardless of the positions of the various parts of the system when the master controller is operated. The master controller is, however, rendered inoperative whenthe emergency controller is moved from its normal position, since the contact segment 35 is then moved out ofcontact with the commonlead 89. It will also be noted in connection with this figurethat when the emergency controller is actuated the main motor circuit is broken by reason of the contact plate 87 moving out of engagement with the contact fingers 84 and S5.

The dotted line '7 indicates the position of themain controller for the second speed of the main motor in the direction for backing the vehicle; r for the first speed in the same direction; I) the position of the controller in which the main motor is caused to act as-a brake: 0 the off position of the controller: and f? to f the positions forthe' various speeds forward.

-The main motcr circuits established by the various positions .of the main controller are shown in Figs. 9 to'l7, Fig. 9 represents the circuits established when the controller is -in the second reverse position; Fig. 10.

the first reverse position; .Fig. 11 the brake position; and Figs. 12to 17 the various forward positions.

99 is a warning bell-which can be rung when desired by closing a switch 90 preferably placed on or; near the operators switch or master controller 39.

The operation of the main cont-roller. cir

-cuit interrupting switch and auxiliary motor, will be described 'with more particular reference to the simplified circuit diagrams shown in Figs. 4 and The operatwithin easy reach of the operator, has a number [of contacts, 40, 41, 42, 43. 44; each of these. contacts being electrically connected to a corresponding number of contacts 47, 48, 49, 50, 51, held within an, insulating frame or segment 45') and adapted to cooperate with the locatiug'switch 2t mounted on the shaft 19'21nd geared to the shaft 8 of the main controller i': the manner already described in connm-tzun with Figs. 1

and .2. "'In addition to the vonta 'ts already referred to. tl:e insulating frame 45 carries two additional contacts 46 and 52, to which ispernianently connected the field winding 32 of theauxiliary motor' 2,.the armature of which is shown in,Fig. 4 at 29, connection therewith being had by means of the brushes 30'and 31.' The storage battery 33 used for propelling the vehicle. or, for that matter,

a y other source of E. hi. F., is-also connected to'the contacts 4t3 and 525A switch auxiliary motor is a mg or selecting switch '39, which is placed .a'braking action.

38 is located between the contact 52 and the positive pole of the storage battery 33. A similar switch 38 is located between the contact 46 and the negative pole'of the battery. Theiarmature 29 of the auxil-' iary motor is connected between the operators' switch 39 and a point 34 of the battery 33. This point 34 is preferably asymmetrically disposed with reference to the two-ends or poles of the battery 33. Included in the armature circuit of the switch 35 adapted to connectthe brush 30 either to the contact 36, as shown in-Fig. 4, or to the contact 37, as shown in Fig. 5, this contact 37 being in electrical connection with the off contacts 42 and 49 of the operators and locatmg switches. This same switch 35, which we prefer to interlock with the foot brake, also controls the circuit of the main motor 54 interrupting same at-the points S l, when said switch is thrown from point 36 to point 37. The blade-8,7 of switch 35 which bridges points 84' and 85 is insulated from therest of the'switch. The circuit of the main motor 54 runs from the latter to the positive pole of the battery, through said'battery to ,points 8.4 and 85 to the "main .controller 25' (shown as an adjustable resistance-in Figs. 4 and 5) and back to the main motor. It is assumed in F igs. 4 and 5 that the off contacts of the operators and locating switches are the points marked 42 and 49. It may be further assumed that the points 40ua7d 41 of the operators switch and the corresponding points on the locating switch will determine positions-of themain controller for which the circuits ofthe main motor are organized for propelling tlie vehicle in'a forward direction, while the contacts .43 and- 44 of the operato'rs switch and the corresponding contacts of the' locating switch will determine' main controller positions for which the main motor circuitswill be organized to produce a retrogressive motion of the vehicle. One'or more of the available contacts can be selected to place the main controller in a position for -which themain motor circuit-s will'be organized to produce Suppose for a moment that the lever of the switch 39 is Fig. 4 stands on the ofi point 42, that the locating switch 20 is in the position shown and is so keyed on the shaft- 19 that one of the insulated portions of its periphery, say

23, stands opposite the-nit contact 4 when .the drum of the main controller is'in the ctf position, that switches 38 and 38 are closed and that switch 35 stands on point 36; then it will be clear that the field winding 32 of the auxiliary motor will be connected across the full voltage of the battery 33, while the conducting half-ring 21 of the locating switch 20 will be conthat of the field winding of the motor will.

nected by way of the contact 46 to the negative pole of the battery, and the .h f-ring 22 of said switch will be connected y way of contact 52 to the positive pole of'the battery. As long as the lever39 remains on the off contact 42, all the circuits but be open. The field winding 32 remains coil nected to the battery as long as switches 38 and 38 are closed. If now the lever 39 be placed on point A0 of the, operators switch, as. shown in Fig. 4, the "armature circuit of the auxiliary motor; will be closed, as follows: from the negative pole of the battery '33 through the switch 38, the contact 46, the negative half-rin 21,-the contacts 4'4 and 40, the lever 39, t e switch 35, the armature 29, and back to the battery 33 at 'the point 34. Thegearing between the auxiliary motor and the shafts 8 and 19 is supposed to beso-arrangedthat, when the current enters the armature 29 at the brush 31 and leaves it at the brush 30, the locating switch 29 is revolved in a counterclock direction. Immediately after the armature circuit of the auxiliary motor has been closed by placing switch 39 on point 40, said motor begins to revolve and carries with it the gear wheel 7 which is loose on the shaft 8 and therefore doesno t-carry said shaft with it. The pin 9 which is fixed to the wheel 7 does, however, progress in a clockwise direction and finally comes into contact: with the side 11 of the slot 56. At this instant the shafts 8 and 19 begin to move, the

latter revolving c'ounterclockwiseand car-' rying the locating switch 20 with it. The spring controlled roller 13Ieng agingwith the ratchet wheel 55 gradually-rides up the side of the tooth located on its left,reaches the top of that tooth, and then speeds down into'the neat notch momentarily propellingthe ratchet wheel 55, and consequently also the locating switch 20, more rapidly than the gear wheel 7. When theroller 13 reaches the bottom of the next notch it arrests the progress of the shafts 8 and 19 and also of the locating switch 20, the latter now occupying a position which brings the insulating piece 25 opposite the stationary contact 48. Reference to Fig. 4 shows a that this altered position of the locating switch has not in any way altered the connections established by placing the switch 39 on point 40; in consequence, the auxiliary motor will continue to revolve and the pin 9 will very soon again come into contact with the side ll -of the slot 56 and will furtherimpel the locating switch in a counterclockdirect-ion. The operation just described will-repeat itself;

the roller 13 again climbing a tooth of the wheel 55 and-consequently quickly descending into the next notch of that wheel, thus again jerking the locating switch forward, bringing the side 11 away from and ahead} of the pin 9, and placing the insulated part 'I to conic to rest, after its armature circuit has been interrupted, depends, among other thing's, on the speed at which the machine was being driven and on the amount of friction present in the gearing located-between the auxiliarymotor and the shaft 8. It is generally found easy to so select the various constants that the auxiliary motor will come to rest before the pin 9 has caught up with the side 11 of the slot 56, which side was propelled ahead of the pin 9 at or about the time when the armature circuit means of the switch 39. Should the switch 20 so far overshoot itsmark, in the case illustrated in Fig. 4, as to carry the insulating piece 23 beyond the stationary contact.

47, thus connecting said. stationary contact to the positive half-ring 22, then the armature circuit of the auxiliary motor will again be closed, but this time the circuit will be as follows: from the positive pole of the battery 33.through switch 38, contact 52, halfring 22', to contacts 47 and 4-0, through switches 39 and 35, through armature 29 and back to the battery at the point 34. In

this 'connection the current traverses the armature from brush 30 to brush 31, thus causing the locating switch to be revolved in a clockwise direction, which willbring it back to the point which it had previously over-shot. Should the motion of 20 inaclockwise direction not be checked in time, then remain in the position selected for it by switch 39. Had the switch 39 been placed on point. 44 instead of point 40, then the armature circuit would have been completed throughipoint 51, the positive haif-ring 22,

upoint 52, switch 38, the positive terminal of its either returning from the ,to the off position,

i full back position.

switch and the main controller-being connecting one.- ofthe armature brushes to a 'tation, find irrespective of the Work performed, by connecting the tors switch 39.

miseries the battery 33, the point 34, the armature 29, the switches 35 and 39, and back to point 44. .In this connection the current flows through the armature from brush 30 to brush 31, and the locating switch 20 is therefore revolved in a clockwise direction. For the reasons already stated in connection with the position of switch 39 on point 40, the locating switch will only revolve in the clockwise direction until the insulating piecp. 23 comes under the stationary contact 51, when the varmature circuit ofv the auxiliary motor' will be. interrupted.

vVeso arrange and control the electrical circuits in our apparatus that the locating switch 20 will always revolveatone speed when moving in a clockwise direct-ion, and at another speedwhen moving in.-a counterclock-direction. T his result is achieved by point of the storage battery which isasymmetrically. situated with respect to the terminals of said battery. Thus the point 34 of Fig. 4 is connected so as to include 3 cells of the'storagc battery between the armature and the negative pole of the battery, while including 'i'ce'lls between the armature an the positive terminal of the .battery. -A practically constant speed of the locating switch is-secu'red for either direction of roexciti winding 32 otthe auxilrry'm'otor in parallel with the source of energy lVhile it is'not necessary to asymmetrically connect the armature of the 'auxiliarymotor to the, source of energy, yet we prefer to do so, particularly when applying our invention to the control of amotor'vehicle, .for' the reason that it is, as a rule,preferable to have the main cont-roller move slowly when ao-. colt-rating the main motor in suchia direc-' tionas to propel 1 the vehicle forward, and to have the main controller move rapidly when moving in the oppositedirection, 'L. 8., full forward or when going from the oil positi in in thedirection of the The switches 33 and 38 are so located that when [pound they will preclude the possibility of the auxiliary motor being operated; in other words, of "the locating moved by any kind of miinipulation of the opera- In applying our invention to an electrically propelled vehicle, We prefer to control at least one ofthese switches. by means of a. lock and key, thus placing. the operator in the position of making it impossible for an unauthorized party. to handle his vehicle in his absence. If only one of these switches 'is to be operated then we prefer to select switch 38 for this purpose,

d 40 and thatthe locating switch'20 to ,be

' lie connected to said locating switch,

-to the ofi 20, which pos tion is indicated in Fig. 4, as

been moved from-the in Fig. '5, it is seen of the auxiliary motor,

' ture' '29 from v causes thelocatingjsw itch 20 to revolve in it because switch 38 may be le ft closed without necessarily permitting the auxiliail'y motor to be operated. Reference to g 5 shows that when switch .38 is open switch 38 is closed, certain manip of the selecting switch can connect the armature and the iliary motor in series pole thereof; but this small voltage rule not be able to force enough current through the series connected motor to cause same to. ing of the mechanism.

Emergency c0ntr0Z.-An important feature of our invention is indicated in Figs. 2, 5, 6 and 8, is more clearly illustrated in Fig. 7, and consists in providing means for returning the locating switch 20 and the main controller 25 to their 05 positions between the negative from any of their other po-ssible'positions.

and'quite irrespective of the location'of the ulations held winding of the aux-' of the battery 33 and the point 34 will as a overcome the friction of the gear-.

lever of the operatorsswitch 39. This ob- I ject is achieved by means 'ofthe switch-35' corresponding to the emergency controller 880i Figs. 2, Band 8. Suppose-that the operators switch Y has] been p spon'dedby placing itself in the" indicated iii Fig. 5- th e'n this; coating 5 and the' nain controller 25, orany other piece of ap aratus which happens .to

' 'will be returned toward a position corresponding positionof the,- locating soon as switch 35 has oint 36- to the point 37 ,as shown in Fig.5. urthermore,

85, as soon as switch 35 leaves :point'36.

Following out about by this which was open long as switch 35 stood 'on'point 36, is close by' said swityhing operation, as follows; Starting from brush 30 the, circuit is traced through switch 35, contact 49, positive halfring 22, contact 52, switch 38, battery 33, point 34 thereof, and back' to the armature 29 by way of the brush 31.

switch aced on point has reosition.

the circuit of the main motor 54 will be interrupted at the points 84'.and

w p the ,connec'tions brought switching operation, when 7 carried out under-the conditions-indicated that the armature circuit This determines the flow of current through the arma-.

30' to brush 31 and clockwise direction.

This revolution will be stopped in the manner already *fully de-- scribed as soon as' the insulating --.piece 23- comes to stand under the stationa ry contacth longer. than it ought to, but this oscillation V wil not bring about a sufficient movement of th main controller to reorganize the'conor the emergency controller 88 corre--.

5 sponding thereto with the foot brake, 'in such a manner that said switch will snap over from the point 36 to point 37 every time that the pedal controlling the footbrake is depressed and the brake is applied. It is, of course, clear that this switch 35 can instead be operated by handor interlocked with any other part of the mechanism carried on the vehicle, but the fact of interlocking same with a foot .brake affords the driver certain advantages which are very desirable. This combination of the -foot brake with the switch 35 for instancefenables the operator to control the speed of his vehicle within a very wide-range, and by the use ofthe foot brake only, thus leaving his hands entirely free. This feature is of great importance when steerin 'the vehicle through congested trailic. efe ence to 'Fig. 5 will show that, if the operato'rs switch is left on point 40, or on any otherpoint but 12, the transfer of-switch 35 from point 36 to point 37 will always A interrupt the circuit of the main motor atonce and will bring the locating switch to the off position if the .switch 35 is .kept on point 37 for a sufiicient length of time to enable-the locatin switch to travel the dist-ance involved. imilarly, the transfer of switch '35 from point 37 to point 36 will 35 always close the circuit of the main motor at once and will eventually return the locat ing switch 20 to the position called; for by the operators switch .39. Thus if point 40'- .corresponds to the full on forward posierator can not only. slow down hIS car or 1 bring it-to a standstill by depressin a foot brake linked to switch 35;. thus t rowing switch 35 from point 36 to oint 37; but hecan also bring his 'car bac to its original speed simply by releasing that brake, which operation will throw the switch 35 from the application of the foot brake will permit him to do so, yet heiq' not in a position to.

acceleratehis car at a rate inexcess of that which has been predetermined at the time of establishing the connections'between' the auxiliarymotorand the source of energy, for as soon' as the switch 35 is placed on point 36, the operators switch regains control, those connections being re'stablished which prevailed iniFig. 4, and the main controller will move forward until the loeating switch reaches the 'position it occupied brfore the brake was applied. A very material advantage of our Improved resetting arinngcment is the fact, clearly appar- 6 cut from Fig. 5, that the switch 35; howtion of the main controller 25', then th'e'op ever operated, canbe replaced on point 36 at any convenient instant and as soon as. desired after in wasshiftediover on to point i 37 without in ahy way'disturbing the operation of the system.- Throwing switch 35 from point 36 to point 37 starts the locating switch 20 back in the direction of its ofi position. 'Throwing switch 35 from point 37 to point 36 starts the locating switch back in the direction of that position which is determined. by the operators switch 39, and this last movement of the locating switch will beat once initiated and eventually performed whether the .-latter has already reached the off position toward which it was-traveling or is still moving in .that direction.

--One method of, controlling switch 35 by means of a foot brake is diagrammatically indicated. in Fig. 7. The brake lever 60 is ivoted on the shaft 70, is provided with a pedal 59, and is normally held in the position indicated in the figure by the spring 68 attached to the projection 67 of the brake lever (30. The stop 65 limits the travel of. the brake lever in the direction in which it is impelled by the spring 68, while the stop 75 limits the travel of said lever in the opposite direction, and isset sufficiently far head not to interfere with the brake action. lhe are normally traversed by the foot brake lever is indicated by arcs a, b, c, and d, the two directions in which it can move are indicated by the double arrow 86. The

wheel 74 gwith the hub 69 and the arms 66,

72 and73 is loosely mounted on the same shaft as the brake lever 60 and has on its peri hery a slot 63 engaging with a pin 62 fixe to the. brake lever 60. T his wheel -74 also carries switch blades 35 and 87, insulated from that wheel by the insulating blocks 58 and 82 respectively. The blade 87 closes or opens the circuit of the mainmotor 54 at the contacts 84 and .85, as has already beenexplained inconnection with Fig. 5. Theblade 35 connects the armature brush 30 of the auxiliary motor to the lover of the operators switch 39 by way of the contact 36, or to-t-he' oil point 43 of said operators'switch by way of the contact 37. The

- wheel 74i and-the switch blades 35 and 87 arehel'd in their normal position, which is that shown in Fig; 7, by. means-of a ratchet comprising a stem 79 free to slide in a holder 78- and provided at one -end with a apller 77 and at. the other with a s ring 80.

his spring 80 is also attached to t 0, guide 78 and presses theroller 77 against the wheel 74. In the normal position of this wheel the roller 77 rests in anotch provided on the -12: periphery of said wheel and located between a hump 76 and a' tooth '81. The operation of this device is somewhat as follows: iVhen the driver ofthe vehicle first depresses his.

foot brake, the lever thereof can travel 13-;

through are a limited by the slot 63, withe' out causing the wheel 74 to'rnove. When the pin 62 comes into contact with'the side *64 of said slot it carries the wheel74 with itin a clockwise direction through the are I). This motion of the wheel 74 forces the roller 77 up the side of the tooth '81; When the roller has reached the top of that tooth, the blades 87 and 35 have traveled through the arcs b to the edgeof the contacts 84, 85 and 36 respectively. A slight additional clockwise movement of 'the wheel 74 will bring the roller 77 on the downward slope of tooth 81, the spring 80 will quickly propel the roller down said slope, thus ierking the wheel 74 forward through'the are a: and quite independently of any movement of the foot brake lever 60; this independence of movement being guaranteed by the presence of the slot (53. It will thus be seen that the arrangement of the ratchet79 and the tooth and no tches on the wheel 74 together with the slot 63, insure a: quick break be tween the blade 87 and the contacts 84 and 85, also between the blade 35 3X1d the contact 36, as well as a quick make between the blade 35 and the contact 37.- If the lever is further depressed, the pin 62 will again come into contact with the side 64 of slot 63' afterhaving traveled through the Y are cand will continue to propelthe wheel ing a contact 74 in a clockwise direction until the limit of travel of the lever GOis reached, which will be the case after the latter has traveled through the are d. No alterations in the connections will be brought about during the travel of the lever 60 through the are d for the reason that the blade 35 will throughout remain in contact with the Sega 49 ments 37 and 57,- while the blade 87 will not be in contact with any circuits at all. It will thus be seen that the brake lever 60 on its downward journey can travel through arcs a and 0 without causing any alteration in the position of the switch blades 35 and 87, but that these switch blades move to gether with the brake lever 60 when the latter travels over the arcs band (1, the cori responding movements of the switch levers being over the arcs I), (Z. During the inter val in which the roller 77 travels fromthe top of the tooth 81 down the slope of that -tooth in the direction of the switch blade 87. the movement of the switch blades 35 and87 is independent of the brake le er .60, and said switch blades travel through the 21m x. wheel 74 and the brake lever on the re' turn journey are much the same as those 5 above described; but this relation is of smaller importance during the upward; movement of the brake lever 60 for thereason that the'latter-is usually released much more quickly than it is depressed.

switch and the auxiliarymotor. I

4. A control system-comprising'a'master The relative motions between thethe comb ination.,of' a main It will Sf-course be apparent that'our con trol system can be applied to service other thandetermining theposition of a controller drum ajnd we do not desire the scope of'our invention to be limited excep as l in the appended claims.

1. A controlsystem comprising a master controller, 33 governed member, means for actuating the same, a locating switchhavmember movable with the governed member, means under the control of the operator for rendering the master controller inoperative and establishing a circuit through the locating switch-whereby the governed member will bed riven toward its initial position. i

2. A control system comprising .a master controller, a governed member, means. for, actuating thesa'me, the actuating means, a locating. switch, and means under the control of the operator and" independent of the master controller "for connecting thesource of current to the through the locating switchtoward its.

actuating means to return the 'governedmer'hber initial position.

3. In apparatus of class described, the

combination with afmain'motor and a supa source of current for' ply circuit therefor,'.of a'main controller.

for said supply circuit, an auxiliary motor for operating'the satid'main controller, 'ancontroller, and connections.- whereby actuating said emergencycontrol-' emergency y circuit and ler will open the main supp locating establish a circuit through the controller, amain motor,-a main controller therefor, an auxiliary mot'or driving sol mam controller, a locatmgswitchcontroh ling the auxiliary motor, a source current for actu ating said main; controller," a locat ing switch comprising-a} plurality of connection with contact members; of the-locating switch, and means underthecontrol of the operator for-rendering. the master con-. troller inoperative and establishing connec-p tion :through the' locating switch whereby L the main controller will be driven from any operative position towardlits cit position. I v i '6. In an apparatusof the. class described controller, 3 means for actl'iati'ng saidcontroller, a locatfor the main mot0r',"an emergency switch under the controh of the *operatorrfor cont'act members, a master controller-having a plurality of contact points inelectricalconing'switch comprising a plurality1 tact members, a master contro er having a plurality of contact points in electrical connection; with contact members tion with contact mcmb rs of vthe locating switch, and an emerg ncy controller for rendering thcmaster controller inoperative and establishinga circuit through the locating switch whereby themain controller .operating means will I e causcdtolilrive said main controller to i aid' its ofi position.

S. The combination with a veliicle of -a: brake :zictuating' n einbcnia drivingimoto r, 'a centrllerfiherefq ananxiliaryj motor for actuating the c-introller, andmeans connect'dwith the orake member for establish'-.

ing' a circuit Jroughthe auxiliary motor.-

f). The com 'ination with a vehiolofof. a brake actuating member, a driving motor and a controller therefor, and electromagnetic means governed 'byj the brake\actuating member whereby the controller 'inay be driven to ard its off "position. I

1O. The combination with a vehicle brake actuating member, a driving 'motor and. a upply circuit therefor, :i' controller for saj'd circuit, an auxiliary motor "for actuating the controller, and means connected with, the brake member for instantaneously ope/ling the supply circuit and simultiane;v omly establishing connections through the maxillary motor whereby the controllei will be driven toward its initial position. 11. The combination with a vehielelof a.

-' brake actuating member, a maindriving in said circuit, an auxiliary motor for actu-' ating said controller, and an emergency eontrollcr connected to said brake member, said emergency controller being provided with means for opening the main motor circuit and means for establishing a circuit through the auxiliary motor.

13. In combination, a. motor controller heviiig a plurality of operative positions, I auxi ry motor ffor driving said bontrolle'nj a source of electrical energy. and means of conwhereby a higher voltage will be applied to at least one member of the auxiliary motor to rotate it in one direction than in thc other.

14..In a control system the combination with a governed member, of means for act-uating the same, a source of electrical energy,

a locating .switch comprising two contactmembers each connected to a terminal of the .source of energy-and a third contact memher, and means-for so connecting said third contact member of the locating switch to the source of energy as to make it a positive terminal witlrreferenceto one of said first named contactmembers andanegative terminal with reference to the other.

15. .In a control system the combination with'a governed member, of means for actuatingthesame' a source of electrical energy, a locating switch comprising two contact members each-connected to a. terminal of the source of energy andathird contact mem- ;ber,=means for so connecting said third contact memberof the locat' 0 switch to the.

ii iie it a. positive e;terminal with reference to one ofsaid first named contact members and a negative tersource-of-energy as tom minal with reference to the other, and means for actuating .at least one of the contact members of the locating switch when the governed member is actuated.

16; In a contro], system the combination with a governed member, of means for actuating the same, a source of electrical energy allocating switch comprising'two movable 'contact members each connected to a termiof a nal of the source of energy and a third contact member. means for so connecting said third contact member of the locating switch to the source of energy as to make it a positive terminal with reference to one of said first named contact members and a negative terminal with reference tothe other, and cans for making the movements of the .iovable contact members of the locating.

locating switch to-fthe sourc ofie'nergy asto make it a itive tei'minal with reference to -one o sa d first named contact members and e-negative with; reference to theother. v

18. a. control system ith combination .withfl'a controller, of-an auxiliary. motor forfin ctuating the some, a source of elec trieal energy, "a locating switch comprising two contact members. each connected to a terminal of the source of'energy and a plurality of other contact members and means for so connecting any one of said last named contact members of ,the locating switch to the source of energy as to make it a positive terminal with reference to one of said first named contact members and a negative terminal with reference to the other.

19. In a control system the combination with a main controller, of an auxiliary motor for actuating the same, a source of electrical energy, a locating switch comprising two contact members each connected to a terminal of the source of energy and a plurality of other contact members, a master with a main controller,

trical energy,

terminal of the source jrality of other contact controller-for so connecting any one of said last namedmembers to a driving motor,

controller for so connecting any one of said last named contact members of the locating switch to the source of energy as to make it a positive terminal with reference to one of said first named contact members and a negative terminal with reference to the other, and means for actuating at least one of the contact members of the locating switch when the main controller is actuated.

20. Ina control system the combination with a main controller, of an auxiliary motor for actuating the same, a source of electrical energy, a locating switch comprising two contactmembers each connectedlo a terminal of the source of energy and a plurality of other contact members, and an emergencys-witch for so connecting one of said last named members to the source of ener y as to make it a positive terminal with refe ence to one of said first named contact meinbers and a negative terminal with reference to the other.

21. In a control system the combination of an auxiliary motor for actuating the same, a'souroe of eleca locating switch comprising members each connected to a of-energy and a plumembers, a master two contact the source of ener as to make it a positive terminal with reference to one of said first named contact members and a negative terminal with reference to the other, and an emergency switch for temporarily rendering the master controller inoperative.

22. The combination with a vehicle of a brake actuating member, a source of energy, a controller therefor, means "for actuating said controller, a locating switch governing the actuating means and comprising two contact members each concu at this patent may be obtained for five cents each, by addressing the Washington, D. 0."

nected to a terminal of the source of energy and a third contact member, and an emergency switch controlled by the brake actuating member and adapted to so connect the third contact member of the locating switch to the source of energy as to make it a positive terminal with reference to one of the first named contact members of said switch and a negative terminal with reference to the other.

23; The combination with a vehicle, of a brake actuating member, a driving motor and a controller therefor, means for actuating the controller, a master controller normally governing said actuating means, and an emergency switch connected to the brake member and adapted to render the master controller inoperative when the brake is applied and to restore it to control when the brake is released.

24. In. a control system the combination with a main controller, of an auxiliary motor for actuating the same, a source of electrical energy, a locating switch comprising two movable contact members each connect ed to a terminal of the source of energy and a plurality of other contact members, a master controller for so connecting any one of said last named contact members of the locating switch to the source of energy as to make it a positive terminal with reference to one of said first named contact members and a negative terminal with reference to the other, and means for making the movements of said first named contact members correspond to the movements of the main controller.

25. In a control system thecombination with a governed member, of means for actuating the same, a source of electrical energy, a locating switch comprising two contact members each connected to a point of the source of energy, a third contact member formin part of said locating switch, and means or so connecting said third contact member of the locating switch to the third point of the source of energy as to make it a pgisdtive terminal with reference to one of said rst named contact members and a negative terminal with reference to the other.

In testimony whereof, we have hereunto set our hands and aflixed our seals in the presence of the two subscribin witnesses.

ROBBIfiS. L. s.] A. H. TIMLIERMAN. [L.s.] Witnesses:

NAT. A. LYNN, EMILY HENERMAN. 

